Ignition device



y 23, 1929- v. w. THOMAS 1,721,720

IGNITION DEVICE Filed May '7, 1925 3 Sheets-Sheet l July 23, 1929.

v. w. THO MAS 1,721,720

IGNITION DEVICE Filed May 7, 1925 3 Sheets-Sheet 2 July 23, 1929. v. w.THOMAS IGNITION DEVICE Filed May 7, 1925 I5 Sheets-Sheet 3 Patented July23, 1929.

UNITED STATES VICTOR W. THOMAS, OF WAUKEGAN, ILLINOIS.

IGNITION DEVICE.

Application filed Kay 7,

My present invention relates to improvements in ignition devices forinternal combustion engines, and the particular embodiment of myinvention herein shown and described is 5, suitable for readyinstallation with the motors used in Ford cars, although the featuresherein described, with slight changes of form and dimension, could beused to advantage with a great many kinds of internal combustion motors.

In Patent No. 1,460,806, granted to me July 23, 1923, for timer elevatorI disclosed a de sirable form for such a structure which provided abearing for the outer or forward end of the cam shaft of the motor withwhich the timer mechanism is assembled. My present structure is not amere timer elevator, but involves the provision of a primary circuitbreaking mechanism with a condenser and mechanism for distributing thesecondary current to the spark plugs in the proper cylinders at theproper times. Vith such mechanism, after installation on the motor, ithas heretofore been necessary to make timing adjustments, which, inorder to do correctly, requires both skill and experience. In endeavoring to make these adjustment-s not an inconsiderahle number of car ownersmanage to put their cars entirely out of operation and but few carowners are able to make a critically correct adjustment of the timing oftheir cars.

It has therefore been one of the principal objects to be attained by thepresent invention to provide an ignition device which may be set in goodoperative adjustment at the factory and cannot be placed on the motorwithout being in time and will thereby save the installer an d owner thenecessity of making this adjustment before the car can be started.

I have also provided with such an ignition device as may be adjusted atthe factory a limited adjustment which cannot be moved sufficiently toput the motor out of good running time, but which will permit of thefinest critical adjustment to compensate for Wear and put the motor inthe best possible running time.

I have also improved the construction shown in my patent above referredto for providing the forward end of the cam shaft with a bearing and atthe same time controlling the mesh of the gears.

I have also mounted the primary circuit breaking mechanism upon arevoluble 1925. Serial No. 28,632.

stamped plate which is journaled about the timer shaft and which isrotated to advance and retard the spark.

I have also provided simple, economical, and dependable means forconnectin the secondary or high tension circuit lea s to the distributorhead.

In order to attain the foregoing objects I have provided the mechanismshown in the accompanying drawings, in which,-

Fig. 1 is a side elevation of my ignition device, the lower portionthereof being shown in section to illustrate its relation to the end tothe cam shaft;

Fig. 2 is a horizontal section on line 22 of Fig. 1;

hFfig. 3 is a perspective of the end of the cam s a t;

Fig. 4 is a perspective of the washer for holding the cam shaft gear inmesh with timer shaft gear;

Fig. 5 is a perspective of the lock nut for the end of the cam shaftgear;

Fig. 6 is a front elevation of my timing device;

Fig. 7 is a section of line 77 of Fig. 6 showing a slightly modifiedform of cam shaft gear;

Fig. 8 is a vertical central section through the breaker and distributormechanism;

Fig. 9 is a plan of the breaker plate and its associated parts;

Fig. 10 is a detail of the connection of the low tension primary leadwith the breaker mechanism; and

Figs. 11, 12 and 13 are respectivelya plan of the breaker cam, and aperspective of the pin, or feather or key construction for orienting thebreaker cam and cam shaft The same reference characters will be used indesignating similar parts in the several views:

The mechanism, as will be seen by reference to Fig. 1; is carried in andupon a bracket conveniently made by a die casting process, whichbracket, although integral, may be considered as comprising a circularcasing, 21, a gear housing, 22, extending centrally from the face of thecasing 21, arms, 23, for attaching the structure to the forward endofthe motor housing, which arms extend radial- 1y from the casing 21, avertical shaft housing, 24, occupying and rising from the re-entrantangle between the casing 21 and the gear housing 22. Upon the upper endof the vertical shaft housing 24, is a recessed platform, 25, upon whichthe circuit breaking mechanlsm is mounted and upon the reduced upwardlyextending rim, 26, of which is mounted the.

cap carrying the high tension or distribution leads.

The casing 21 takes the plate of the timer now employed upon Fordmotors. The outer ends of the arm 23 are bored, as at 23, for thepassage of bolts already employed upon the Ford motor, the bores beingmade sufficiently large to allow for variation in center spacing of camshaft with the motor bolt holes occurring in the process of themanufacture of the motor casing.

The forward end of the cam shaft, 27, as shown in Fig. 3, is threaded,as at 28, and always transversely bored correctly, as at 30. I provide apin with a preferably elongated head, 31 to enter the bore 30,- so thatthe head will supply a spline or feather with reference to the camshaft.

It is now possible to proceed in either one of two ways. One way, asshown in Fig. 7 is toprovide an integral headed cap, 32, for the end ofthe cam shaft. This cap has no interior threading and is provided withan interior longitudinal keyway groove or splineway, 33, to accommodatethe head of the pin 31. About the center of the exterior of thecap 32teeth, 34, are provided to form a spiral gear. In this form ofconstruction the outer end of the cap is reduced, as at 35, and thecenter of the gear housing 22 is extended and chambered, as at 36, toprovide a journal therefor and properly mesh the gear of the timer shaftwith the gear on the cam shaft. The alternat-ive form of constructionsuggested, shown in Figs. 1 and 2, is to provide an open ended collar orsleeve, 37, which is interiorly and longitudinally channelled orgrooved, as at 38, to receive the head of the pin 31. The interior boreat the outer end of the collar 37 is enlarged to receive the reducedinner end, 39, or an interiorly threaded. cap nut, 40, the forwardreduced end of which extends through and is journaled in an aperture,41,

provided centrally of-the gear housing 22. With this form ofconstruction I provide an additional collar or sleeve, 42, to properlylocate the collar 37 longitudinally of the cam shaft 27. The collar orsleeve 37 is exteriorly provided with teeth, 43, to form a spiral gearsimilar to the gear formed by the'teeth 34; Alsoin this form ofconstruction the aperture 41 in the gear housing can be covered with asuitable cap, 44. 1

Journaled in the vertical. shaft housing 24 is a vertical shaft, 45, theupper end of which extends above the platform 25, and the lower end ofwhich is provided with a spiral gear, 46, which meshes with the gearprovided by the teeth 34 or 43. It will now be evident that the movementof the shaft 45 will be angularly related with the movement of the camshaft 27 through the gears by means of the slots 33 or 38, as the casemay be, and the head of the pin'31. To anticipate the description, itwill also be evident that if the timer cam, hereafter to be described,is fixed with relation to the shaft 45 it will also be fixed orangularly related in movement with the cam shaft, and this fixing can bemost readily and certainly done at the factory. To prevent thedisturbance of this adjustment after the article leaves the factory, andalso to provide an inner bearing for the gear fitting the cam shaft, Iprovide the annulus or washer, 47, shown in perspective in Fig. 4, andin position in Figs. 1, 2 and 7, which is forced into the rear end ofthe gear housing 22 after the mechanism has been completely assemblerand properly timed, and is not readily removed therefrom.

To provide a limited timing adjustment well within the latitude of motoroperation I taper the upper end of the shaft 45, at 48, and transverselybore the shaft as at 49. In the bore 49 is placed a pin, 50, whichextends beyond the surface of the tapered portion. The timing cam, 51,is centrally bored, as at 52, to fit the taper, and the bore ischannelled with a channel, 53, deep enough to accommodate the pin 50 butslightly wider than the thickness of the pin. To make a critical timingadjustment the timer cam 51 is pried up on the taper 49 and rotatedwithin the latitude of rotation permitted by the width of the channel 53and when the proper position has been ascertained the cam is againgently driven down on the taper. If for any reason this adjustment isdisturbed in operation, which is not at all likely, the pin 50 and slotor channel 53 will prevent the movement of the cam beyond a point wherethe motor will refuse to function.

The primary circuit breaking mechanism comprises a circular plate, 54,and its associated mechanism. The plate 54 is provided with a radialarm, 55, by means of which the spark is advanced or retarded. The plate54 is also centrally perforated, and a portion of the metal removed toform the perforation is formed into an upstanding collar, 56, whichconstitutes a journal for the shaft 45 and serves to center the plate 54with respect to this shaft and the timer cam 51 which it carries. Therotation of the plate 54 is further controlled by an annular channel,57, provided in the bottom of the upper surface of the recessed platform25. The rim 26 of the platform 25 is slotted. as at 58, for the passageand movement of the arm 55. The bottom of the platform 25 is providedwith an arcuate slot, 59, through which extends an arm, 60,.which arm isa portion of a bracket, 61, secured to the plate 54, by the screws, 62,but insulated from said bracket by the insulation, 63. The arm affordsmeans for connection with the ungrounded lead, 64, of

the primary circuit'and also with the lead, 65, from the ungrounded sideof the condenser, 66. From one edge of the bracket 61, is produced anupstanding arm, 67, which carries screw, 68, the head of whichconstitutes the stationary breaker terminal or point. Two arcuateconcentric slots, 69, are provided in the plate 54, through which extendscrews, 70, tapped into the platform 25. About the screws are coiledexpansion springs, 71, which exert their pressure betwen the heads ofthe screws and washers, 72, resting upon the plate 54 to keep the plateseated under gentle pressure and retain it in adjusted position, and atthe same time insuring contact with frame of motor.

The metal displaced from the plate 54 to form one of the slots 69 isbent upwardly to form a spring post, 73, for anchoring one end of thebreaker arm spring, 74. The breaker arm, 75, is an integral piece ofmetal formed on one end into a journal, 76, to co-operate with a pin,77, fixed in and arising from the plate 54. At about the center of thebreaker arm it is given a short bow, 78, so as to form a rojection toco-operate with the timer cam. Tlie outer unattached end of the breakerarm is provided with a contact point, 79, all as clearly seen in Fig. 9.Also fixed in the plate 54 is a screw, 80, which revoluably secures afelt washer, 81, the periphery of which impinges against the side of thetiming cam 51. When the washer 81 is impregnated with lubricant it willsupply to the surface of the timing cam 51 the desirable thin film oflubricant for a very long time.

As will be noted in Fig. 8, upon the reduced upper edge of the rim 26 ismounted a cap, 82, formed of insulating material. The upper surface ofthis cap is provided with a number of hollow embossments. A centralembossment, 83, for the cable from the nongrounded end of the secondarycircuit, and a number of eccentric embossments, 84, equal to the numberof cylinders, the spark plugs whereof are to be supplied with current.Directly below each embossment is a perforated plate, 85, preferablyembedded in the material of which the cap is made. The perforation ofeach plate aligns with the axis of the hollow or recess in itsrespective embossment. After the ends of the cables are seated in therecesses of the respective embossments, a wood or other tapered screw,86, is driven through the perforations in the plates into the ends ofthe cables which distend the ends of the cables and wedge them in theirrespective recesses.

A circuit closing element or rotor, 87, is mounted on the top of theshaft 45, the outer end of which extends to within sparking distancewith the respective plates 85 as it is rotated. An interior recess, 88,is provided immediately below the central exterior embossment 83, andcontact between the central cable and the center of the rotor 87 ismaintained by preferably a carbon rod, 89, fitting in said recess 88.

In order to synchronize or angularly relate the movement of the rotor 86with that of the timing cam 51 I fix a pin, 90, in the rotor and bore aneccentric hole, 91, in the top of the cam into which the said pinenters.

From the foregoing description, taken in connection with the drawings,it will be seen that I have provided a timing device of comparativelyfew parts and of dependable operation which can be manufacturedeconomically and which can be angularly related at the factory forinstallation with motors of a particular design, thereby eliminating thenecessity of a timing adjustment as an incident to installation. Alsowith such a'structure I have provided a limited timing adjustment whichwill permit of any degree of nicety of adjustment without permitting theimpairment of the effective operation of the motor.

Having described my invention, what I claim as new and desire to secureby Letters Patent is 1. An ignition-device for internal combustionengines comprising a housing, a helical or spiral gear ournaled in saidhousing against axial movement, a shaft journaled in said housing, asecond helical or spiral gear meshing with said first mentioned gearfixedly secured to said shaft, a cam, means for securing said cam to thetop of said shaft, separate means for orienting said cam with saidshaft, circuit interrupting mechanism mounted in said housing inco-active relation with said cam, and means for definitely relating saidfirst mentioned gear with the cam shaft of an engine.

2. An ignition device for internal combustion engines com rising ahousing, a helical or spiral gear ournaled in said housing against axialmovement, a shaft journa-led in said housing, a second helical or spiralgear meshing with said first mentioned gear fixedly secured to saidshaft, a cam, means for securing said cam to the top of said shaft,separate means for securing a latitudinal orientation of said cam withsaid shaft, circuit interrupting mechanism mounted in said housing incoacti ve relation with said cam, current distributing mechanism mountedwithin said housing in definte relation to said cam, and means fordefinitely relating said first mentioned gear with the cam shaft of anengine.

3. In combination with a motor having a transversely bored cam shaft,:1. headed pin co-operating with said bore to provide av feather forsaid shaft, gears one of which is bored and journaled against axialmovement and is provided with a splineway to co-operate with said shaftand feather, a shaft having a tapered head fixedly secured to the otherof said gears, a timing cam fitting the tapered head of said shaft, saidcambeing provided with a splineway, a pin carried by said tapered headand of less width than said splineway co-operating therewith and circuitbreaking mechanism journaled about said shaft in co-operative relationwith said cam.

' 4. In an ignition device for internal combustion engines, a shafthaving a tapered end, a timing cam fitting the tapered end of saidshaft, said shaft and said cam being provided with orienting meanscomprising interengaging parts of different width, and circuit breakingmechanism journaled about said shaft in co-operative relation with saidcam.

5. In an ignition device for internal combustion engines timingadjustment means limited within the functional range of the de vice,comprising a shaft, a cam mounted thereon, means limiting the annularrelation of said cam and shaft, and a circuit breaking and distributingmechanism in co-active relation with said cam.

6. In ignition apparatus of the class de scribed, a frame having ahousing at its lower end, a shaft extending up through the frame, a gearmounted on the lower end of the shaft and disposed in the housing,igniter mechanism securedto the upper end of the shaft, a horizontalgear meshing with said first gear held in and by said housingpermanently in mesh with said first gear and being removable with thehousing.

7. In ignition apparatus, a vertical frame having a housing at its lowerend, a vertical shaft in the frame having interrupter and distributormechanism at its upper end, a gear on the lower end of said verticalshaft disposed in said housing, a co-operating horizontal gearpermanently mounted in said housing and means for securing said lattergear to the driving shaft of an engine, said securing means beingcapable of attaching said gear to said shaft in one predeterminedposition only. 7

8. In combination, igniter mechanism comprising a vertical tubular framemember hearing a head member at its upper end,a vertical shaftjournalled in said frame member, a bell housing at the lower end of theframe member, the mouth of the bell housing being adapted to seat on acircular seat on the engine frame, a vertical gear in the bell housingsecured on the lower end of the aforesaid shaft, a horizontal gearmounted in the bell housing in permanently timed relation to the 'firstgear, and means for connecting the horizontal gear to the driving shaftof the engine in one position only to secure correct timing of theigniter mechanism upon connection of the latter gear to the drivingshaft.

9. In combination, igniter mechanism comprising a vertical tubular framemember bearing an igniter head at its upper end, a vertical shaftjournalled in said frame member,

a bell housing at the lower end of the frame member, said bell housingbeing opened at front and rear, the mouth of the bell housing beingadapted toseat on a circular seat on the engine frame, a vertical gearin the bell housing secured on the lower end of the aforesaid shaft, ahorizontal gear mounted in the bell housing in permanently timedrelation to the first gear, means for connecting the horizontal gear tothe driving shaft of the engine in one position only to secure correcttiming of the igniter mechanism, and a threaded clamping member for thehorizontal gear insertable through the rear opening in the bell housing,and a cover for the rear opening in the bell housing.

10. In combination, a frame member having a bell housing open at frontand rear, 21 vertical shaft mounted in the frame member and having askew gear connected to the lower end thereof, a co-operating skew gearhorizontally disposed in the bell housing, said horizontal skew gearhaving a-keyway therein, a driving shaft projecting into the horizontalgear, said shaft having a key member co-operating with said keyway,means for holding said gears in permanent- 1y timed relation, and atubular nut threaded on theend of the driving shaft, said nut beinginserted through the rear end of the bell housing, and a cover memberfor the rear end of the bell housing.

11. In combination, a frame member hav ing a bell housing, a verticalshaft in the frame member, a skew gear'secured on the lower end of thevertical shaft, a horizontal shaft projecting into'the bell housing, askew gear having a sleeve extending over the end of the shaft, saidsleeve and shaft having means for keying the same together in oneposition only, a tubular nut extending inside of the gear and threadedon the end of the horizontal shaft, and a cover for the rear end of thehousing enclosing said nut.

12. In combination, a frame member having a bell housing at the lowerend, said bell housing being open at the front and rear, a verticalshaft disposed in the frame member and having a helical gear on itslower end disposed in the housing, a co-operating helical gear having alaterally extending sleeve mountedin the bell housing, said gears beingin mesh, and means embracing the sleeve for holding the gears inpermanently meshed relation, a cover member for the rear end of thehousing and a fastening nut adapted to be telescoped with the gear forconnecting the gear to the driving shaft. 7 v

13. In combination, an interrupter and distributor mechanism, a housing,an interrupter and distributor driving shaft journaled in the housing, agear fixed on the lowerend of the shaft, a co-operating driving gearmeshing with said first gear, means in said housing for holding saidgears permanently in mesh, said driving gear having means permittingconnection with the co-opera-ting timer shaft in one angular positiononly, said gears being timed when assembled in said housing so that uponapplication of the driving gear to its timer shaft the distributor andtimer are properly timed to fire the motor.

14. In a device of the class described, the combination of a shafthousing having an integral portion in the form of a gear casing, a pairof gears in right angle relation ship mounted permanently in saidcasing, one of said gears being mounted on a vertical shaft extendingthrough said shaft housing and having a cam member mounted at the otherend thereof, a second gear being adapted for mounting on a timer shaft,a distributor member co-operating with said cam member, means on saidshaft housing for mounting same, the relationship of the distributor,cam and gears being such as to permit of the device being inherentlytimed'at all times independently of its application to the timer shaft.

15. In combination, an interrupter and distrubutor mechanism, a housing,an interrupter and distributor driving shaft journalled in the housing,a gear fixed on the lower end of the shaft, a co-operating driving gearmeshing with said first gear and means in said housing for holding saidgears permanently in mesh, said driving gear having means permittingconnection with the co-operating timer shaft in one angular positiononly.

16. Ignition apparatus for use with a Ford type of engine comprising asa unit construction, a horizontal pinion for attachment to the timershaft of the Ford engine, a vertical shaft bearing distributor andinterrupter mechanism at its upper end and a 'co-operating pinion fixedon its lower end, said horizontal pinion having a keyway for coupling itin only one position to the said timer shaft, said pinions beingassembled and meshed in predetermined relation to synchronize the actionof the timer and interrupter mechanism with the timer shaft, and a framefor said pinions and said shaft for holding said parts permanently inconnected position, said frame having means for attaching the same tothe frame of the engine at a predetermined position.

17. An inherently timed ignition device for attachment to an engineshaft, comprising a housing, circuit breaker and distributor mechanismhaving drive members terminating in a coupling in said housing, saidcoupling being attachable in only one definite angular position to thesaid engine shaft, said drive members being permanently assembled in andretained by said housing. 1

VICTOR W. THOMAS.

